JPH0249936A - Exhaust gas control device of engine - Google Patents

Exhaust gas control device of engine

Info

Publication number
JPH0249936A
JPH0249936A JP20137288A JP20137288A JPH0249936A JP H0249936 A JPH0249936 A JP H0249936A JP 20137288 A JP20137288 A JP 20137288A JP 20137288 A JP20137288 A JP 20137288A JP H0249936 A JPH0249936 A JP H0249936A
Authority
JP
Japan
Prior art keywords
engine
exhaust
valve
control valve
degree
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP20137288A
Other languages
Japanese (ja)
Inventor
Masaki Saka
正樹 坂
Toshimitsu Shimazu
島津 利満
Hitoshi Kurosaka
斉 黒坂
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Priority to JP20137288A priority Critical patent/JPH0249936A/en
Publication of JPH0249936A publication Critical patent/JPH0249936A/en
Pending legal-status Critical Current

Links

Abstract

PURPOSE:To suppress excessive pumping loss at the time of engine brake by furnishing a control valve, which operates in the direction of closing when the engine revolving speed is within a specified range and the degree of accelerator opening is below a specified level, in an exhaust passage directly after the exhaust valve. CONSTITUTION:A control valve 10 of butterfly type, for ex., is installed in the exhaust passage 7 of a four-cycle engine in a place directly after the exhaust valve 8, and the degree of opening is adjusted by a motor M to be controlled by a control circuit C. The control circuit C is fed with signals representing the engine revolving speed, degree of throttle opening, and car speed and drives the motor M when the car speed and engine revolving speed lie within respective set ranges and in the engine brake condition in which throttle valve 13 is closed and the degree of accelerator opening is nullified, and also rotates the control valve 10 in the direction of blocking the exhaust passage 7. The set range for car speed and engine revolving speed shall include the range in which the pumping loss at the time of engine brake becomes excessive.

Description

【発明の詳細な説明】 [産業上の利用分野] この発明は、エンジンブレーキ時における過大なボンピ
ングロスを抑制し、理想状態に近似するエンジンの排気
制御装置に関する。
DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an engine exhaust control device that suppresses excessive pumping loss during engine braking and approximates an ideal state.

[従来の技術] 排気管の脈動を利用して、排気慣性により充填効率を向
上した4サイクルエンジンでは、設定回転域以外になる
と、脈動がずれて所期の効果が得られなくなることがあ
るので、これを補正するため排気管の後端部に制御弁を
設けて、脈動のずれをなくすようにしたものがある(特
開昭62−7924号公報参照)。
[Prior Art] In a 4-stroke engine that uses exhaust pipe pulsation to improve charging efficiency through exhaust inertia, if the engine speed is outside the set rotation range, the pulsation may deviate and the desired effect may not be obtained. In order to correct this, there is a system in which a control valve is provided at the rear end of the exhaust pipe to eliminate the pulsation deviation (see Japanese Patent Laid-Open No. 7924/1983).

[発明が解決しようとする課題] これによれば、エンジンブレーキ時の排気工程中に、排
気バルブと排気管後端部の制御弁との間の比較的大きな
体積分に相当する排気が、排気バルブを介して燃焼室内
に逆吸引され、この逆吸引された排気によって過大なボ
ンピングロスが発生することがある。この場合には、エ
ンジンブレーキ力が予想した理想状態よりも過大になる
[Problem to be Solved by the Invention] According to this, during the exhaust process during engine braking, exhaust gas corresponding to a relatively large volume between the exhaust valve and the control valve at the rear end of the exhaust pipe is Exhaust gas is sucked back into the combustion chamber through the valve, and excessive pumping loss may occur due to this back sucked exhaust gas. In this case, the engine braking force becomes larger than the expected ideal state.

そこで本発明は、かかる場合の過大なボンピングロスを
抑制し、エンジンブレーキ力を理想的な状態に近似でき
るエンジンの排気制御装置の提供を目的とする。
SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide an engine exhaust control device that can suppress excessive pumping loss in such cases and approximate engine braking force to an ideal state.

[課題を解決するための手段] 上記課題を解決するため、本発明に係るエンジンの排気
制御装置は、設定エンジン回転数範囲内で、所定アクス
ル開度以下の時に閉じ方向に作動する制御弁を、排気バ
ルブ直後の排気通路内に設けたことを特徴とする特 [発明の作用] スロットルバルブを閉じてエンジンブレーキ状態にする
ことにより、所定アクスル開度以下かつ設定エンジン回
転数範囲内になると、制御弁が閉じ方向へ作動する。そ
こで、排気工程となり燃焼室内が負圧の状態で排気バル
ブが開いても、制御弁が排気バルブ直後の排気通路内に
設けられているので、排気バルブより後方の排気は制御
弁によって阻止され、燃焼室内へ逆流しない。ゆえに、
排気工程における過大なボンピングロスが少なくなり、
過大なエンジンブレーキを抑制する。
[Means for Solving the Problems] In order to solve the above problems, an engine exhaust control device according to the present invention includes a control valve that operates in the closing direction when the axle opening is below a predetermined axle opening within a set engine speed range. [Operation of the Invention] When the throttle valve is closed to put the engine in a braking state and the axle opening is below a predetermined axle opening and within a set engine speed range, The control valve operates in the closing direction. Therefore, even if the exhaust valve opens during the exhaust process and the combustion chamber is under negative pressure, the control valve is installed in the exhaust passage immediately after the exhaust valve, so the control valve blocks the exhaust from behind the exhaust valve. Do not flow back into the combustion chamber. therefore,
Excessive pumping loss in the exhaust process is reduced,
Suppresses excessive engine braking.

[実施例] 第1図は本発明の一実施例である4サイクルエンジンを
示す。シリンダ1内にはピストン2が嵌装され、その上
部に燃焼室3を形成するシリンダヘッド4が取付けられ
ている。シリンダヘッド4には吸気通路5が開閉自在の
吸気バルブ6を介して燃焼室3と連通して設けられてい
る。
[Embodiment] FIG. 1 shows a four-stroke engine which is an embodiment of the present invention. A piston 2 is fitted into the cylinder 1, and a cylinder head 4 forming a combustion chamber 3 is attached to the upper part of the piston 2. An intake passage 5 is provided in the cylinder head 4 and communicates with the combustion chamber 3 via an intake valve 6 that can be opened and closed.

また、吸気通路5の反対側には排気通路7が同様に開閉
自在の排気バルブ8を介して燃焼室3と連通ずるよう形
成されている。排気通路7は高回転高出力にセツティン
グされた排気系を構成する排気管9に接続している。ま
た、排気通路7内の排気バルブ8直後位置には、制御弁
10が設けられている。図中の符号11はウォータージ
ャケット、12は点火プラグ、13は吸気通路5に接続
するキャブレタ(図示省略)側に設けられているスロッ
トルバルブである。
Further, on the opposite side of the intake passage 5, an exhaust passage 7 is formed so as to communicate with the combustion chamber 3 via an exhaust valve 8 which can be opened and closed. The exhaust passage 7 is connected to an exhaust pipe 9 constituting an exhaust system that is set to high rotation and high output. Further, a control valve 10 is provided in the exhaust passage 7 immediately after the exhaust valve 8 . In the figure, reference numeral 11 is a water jacket, 12 is a spark plug, and 13 is a throttle valve provided on the side of a carburetor (not shown) connected to the intake passage 5.

制御弁10は排気通路7の断面形状と略一致しており、
排気通路7を開閉自在とするバタフライ形のものであり
、図示しないモータによって回動し、排気通路7内の抵
抗を可変する。
The control valve 10 substantially matches the cross-sectional shape of the exhaust passage 7,
It is of a butterfly type that allows the exhaust passage 7 to open and close freely, and is rotated by a motor (not shown) to vary the resistance inside the exhaust passage 7.

第2図はモータを制御するためのシステム図であり、モ
ータは駆動回路によって所定量だけ回動する。制御回路
はエンジン回転数、スロットル開度、車速の信号によっ
て所定の処理を行い、駆動回路に信号を出力するよう構
成されたマイクロコンピュータである。
FIG. 2 is a system diagram for controlling the motor, and the motor is rotated by a predetermined amount by a drive circuit. The control circuit is a microcomputer configured to perform predetermined processing based on signals of engine speed, throttle opening, and vehicle speed, and output signals to the drive circuit.

制御弁10は制御回路の指令によって、駆動回路から与
えられる電流で駆動されるモータによって回動する。例
えば、エンジンブレーキ時、すなわち例えば車速及びエ
ンジン回転数が設定範囲内で、かつスロットルバルブ1
3が閉じてアクスル開度が略ゼロとなったときモータが
作動し、排気通路7を閉塞する方向へ制御弁10を回動
させる。このとき、モータの回動量は小刻み有段階式に
行うことも、又単なる開閉動作だけのいずれでも任意に
設定可能である。なお、車速及びエンジンの回転数の設
定範囲は、後述するエンジンブレーキ時におけるボンピ
ングロスが過大となる範囲を含むよう設定する。また、
アクスル開度の所定値も、略ゼロ乃至は多少スロットル
バルブ13が開いた範囲内で設定する。
The control valve 10 is rotated by a motor driven by a current supplied from a drive circuit according to a command from a control circuit. For example, during engine braking, for example, when the vehicle speed and engine speed are within the set range, and the throttle valve 1
3 is closed and the axle opening becomes approximately zero, the motor is activated and rotates the control valve 10 in a direction to close the exhaust passage 7. At this time, the amount of rotation of the motor can be arbitrarily set either in small steps or in a simple opening/closing operation. Note that the setting ranges of the vehicle speed and the engine rotational speed are set to include a range in which the pumping loss during engine braking, which will be described later, becomes excessive. Also,
The predetermined value of the axle opening degree is also set within a range of approximately zero or a range in which the throttle valve 13 is slightly opened.

次に、本実施例の作用を説明する。第3図乃至第5図は
エンジンの排気工程を模式的に示すものである。ここで
、燃焼室3内の圧力なPl並びに大気側(吸気通路5も
しくは排気通路7内)の圧力なP、とすれば、排気工程
が開始すると(第3図)、吸気バルブ6が閉じ、排気バ
ルブ8が開くので、次第にP、>>PLの状態となり、
排気通路7側の排気が燃焼室3内へ逆流しようとする。
Next, the operation of this embodiment will be explained. 3 to 5 schematically show the exhaust process of the engine. Here, if Pl is the pressure inside the combustion chamber 3 and P is the pressure on the atmospheric side (inside the intake passage 5 or exhaust passage 7), when the exhaust process starts (Fig. 3), the intake valve 6 closes, As the exhaust valve 8 opens, the state gradually becomes P, >>PL,
The exhaust gas on the exhaust passage 7 side tends to flow back into the combustion chamber 3.

その後、第4図及び第5図に排気工程途中の状態を示す
ように、ピストン2の上昇によりPa#P□乃至は若干
pa<p工となり(第4図)、ざらにP、<<Ptとな
ったとき、排気は排気管9内を排気方向へ押し戻される
(第5図)。
After that, as shown in Fig. 4 and Fig. 5 during the exhaust process, due to the rise of the piston 2, Pa#P□ or slightly pa<p (Fig. 4), and roughly P, <<Pt. When this happens, the exhaust gas is pushed back in the exhaust pipe 9 in the exhaust direction (FIG. 5).

こように、排気工程においては、排気管9を通じて吸引
と排気を行っており、この間にボンピングロスか発生す
る。このボンピングロスは、燃焼室3内と排気管9との
間の通気量及び通気抵抗によって左右される。
In this way, in the exhaust process, suction and exhaust are performed through the exhaust pipe 9, and during this process, a pumping loss occurs. This bombing loss is influenced by the amount of ventilation between the combustion chamber 3 and the exhaust pipe 9 and the ventilation resistance.

したがって、第3図に仮想線で示すように、スロットル
バルブ13を閉じてエンジンブレーキ状態にすると、吸
気が断たれ、かつピストン2は比較的高速で往復動作し
ているので、燃焼室3内の負圧が極めて高くなる。この
とき、制御弁1oが実線のように開放していると、排気
管9側から強く吸引するので、ボンピングロスが過大と
なり、その結果、エンジンブレーキ力も理想状態からず
れた過大状態となる。これは第6図に示す領域Aに相当
する。すなわち、第6図はエンジンブレーキ力とエンジ
ンの回転数との相関を示すグラフであり、実線は従来の
排気構造によるエンジンブレーキ状態を示し、仮想線は
エンジンの回転数に対応する最適なエンジンブレーキ力
を示す理想的なエンジンブレーキ状態である。両凸線に
囲まれたハツチング部分がエンジンブレーキの過大な領
域Aであり、この部範囲はボンピングロスが大き過ぎる
領域である。
Therefore, as shown by the imaginary line in FIG. 3, when the throttle valve 13 is closed and the engine is braked, the intake air is cut off and the piston 2 is reciprocating at a relatively high speed. Negative pressure becomes extremely high. At this time, if the control valve 1o is open as shown by the solid line, strong suction will occur from the exhaust pipe 9 side, resulting in excessive pumping loss, and as a result, the engine braking force will also be in an excessive state deviating from the ideal state. This corresponds to area A shown in FIG. In other words, Fig. 6 is a graph showing the correlation between engine braking force and engine speed, where the solid line shows the engine braking state due to the conventional exhaust structure, and the virtual line shows the optimal engine braking state corresponding to the engine speed. This is an ideal engine braking condition that shows power. The hatched area surrounded by the double convex lines is the area A where the engine brake is too large, and this area is the area where the pumping loss is too large.

しかしこの場合、車速及びエンジン回転数が所定値以上
であるから、アクスル開度が略ゼロになると同時に、第
2図に示す制御回路の作動条件となり、この制御回路が
駆動回路を介してモータを回動し、制御弁10を閉じる
ので、排気の逆流が阻止されて排気管9側からの通気量
が略ゼロになる。これによりボンピングロスは大幅に低
減し、エンジンブレーキ力も第6図に示した理想状態に
近似した抑制されたものとなる。
However, in this case, since the vehicle speed and engine speed are above the predetermined values, the axle opening becomes almost zero, and at the same time the control circuit shown in Fig. 2 is activated, and this control circuit operates the motor via the drive circuit. Since the control valve 10 is rotated and the control valve 10 is closed, backflow of exhaust gas is prevented and the amount of ventilation from the exhaust pipe 9 side becomes approximately zero. As a result, the pumping loss is significantly reduced, and the engine braking force is also suppressed to approximate the ideal state shown in FIG. 6.

なお、アクスル開度が略ゼロの場合、混合気がキャブレ
タ側からリークする量は、圧力差と時間で決まり、かつ
エンジンが高回転はど1サイクル当りの時間が短くなる
ので、燃焼室3内へ吸引される通気量は少なくなり、P
、>>Piなる条件が保たれる。しかし低回転では保た
れなくなり、制御弁10が開放した状態であっても、排
気管9から吸引されず、ボンピングロスが少なくなり、
エンジンブレーキとしての作用がなくなる。
When the axle opening is approximately zero, the amount of air-fuel mixture leaking from the carburetor side is determined by the pressure difference and time, and the higher the engine speed, the shorter the time per cycle. The amount of air sucked into the P
, >>Pi is maintained. However, it is no longer maintained at low rotation speeds, and even when the control valve 10 is open, it is not sucked from the exhaust pipe 9, and the pumping loss is reduced.
The effect as an engine brake disappears.

また、本実施例では、制御弁lOをウォータ−ジャケッ
ト11近傍位置に設けであるため、制御弁10に対して
高温の排気によってもたらされる熱影響を減少させるこ
とができる。
Further, in this embodiment, since the control valve IO is provided near the water jacket 11, the thermal influence caused by high-temperature exhaust gas on the control valve 10 can be reduced.

[発明の効果] 本発明によれば、エンジンブレーキ時における過大なボ
ンピングロスの発生を抑制できるので、エンジンブレー
キ力を理想的な状態に近似することができる。
[Effects of the Invention] According to the present invention, it is possible to suppress the occurrence of excessive pumping loss during engine braking, so that the engine braking force can be approximated to an ideal state.

【図面の簡単な説明】[Brief explanation of the drawing]

第1図乃至第5図は実施例を示し、第1図は要部の断面
図、第2図はシステム図、第3図乃至第5図はエンジン
の模式的な工程図である。第6図はエンジンブレーキ力
と回転数の相関を示すグラフである。 (符号の説明) 3・・・燃焼室、6・・・吸気パルプ、7・・・排気通
路、8・・・排気パルプ、9・・・排気管、10・・・
制御弁。 特 許 出 願 人  本田技研工業株式会社代理人 
弁理士 小 松 清 光 第1図 第2図 第 図 第 図 P。 第 図 囲転数
1 to 5 show an embodiment, in which FIG. 1 is a sectional view of the main parts, FIG. 2 is a system diagram, and FIGS. 3 to 5 are schematic process diagrams of the engine. FIG. 6 is a graph showing the correlation between engine braking force and engine speed. (Explanation of symbols) 3... Combustion chamber, 6... Intake pulp, 7... Exhaust passage, 8... Exhaust pulp, 9... Exhaust pipe, 10...
control valve. Patent applicant: Agent for Honda Motor Co., Ltd.
Patent Attorney Kiyomitsu Komatsu Figure 1 Figure 2 Figure P. Diagram rotation number

Claims (1)

【特許請求の範囲】[Claims] 設定エンジン回転数範囲内で、所定アクスル開度以下の
とき、閉じ方向へ作動する制御弁を、排気バルブ直後の
排気通路内に設けたことを特徴とするエンジンの排気制
御装置。
1. An engine exhaust control device comprising: a control valve that operates in the closing direction when the axle opening is below a predetermined axle opening within a set engine speed range; the control valve is provided in an exhaust passage immediately after an exhaust valve.
JP20137288A 1988-08-11 1988-08-11 Exhaust gas control device of engine Pending JPH0249936A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP20137288A JPH0249936A (en) 1988-08-11 1988-08-11 Exhaust gas control device of engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP20137288A JPH0249936A (en) 1988-08-11 1988-08-11 Exhaust gas control device of engine

Publications (1)

Publication Number Publication Date
JPH0249936A true JPH0249936A (en) 1990-02-20

Family

ID=16439977

Family Applications (1)

Application Number Title Priority Date Filing Date
JP20137288A Pending JPH0249936A (en) 1988-08-11 1988-08-11 Exhaust gas control device of engine

Country Status (1)

Country Link
JP (1) JPH0249936A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009085097A (en) * 2007-09-28 2009-04-23 Honda Motor Co Ltd Exhaust control device for vehicle engine
JP2009085098A (en) * 2007-09-28 2009-04-23 Honda Motor Co Ltd Exhaust control device in four-cycle engine
JP2009085101A (en) * 2007-09-28 2009-04-23 Honda Motor Co Ltd Exhaust control device for vehicle engine
US8453438B2 (en) 2007-09-28 2013-06-04 Honda Motor Co., Ltd. Exhaust control device for vehicle engine

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009085097A (en) * 2007-09-28 2009-04-23 Honda Motor Co Ltd Exhaust control device for vehicle engine
JP2009085098A (en) * 2007-09-28 2009-04-23 Honda Motor Co Ltd Exhaust control device in four-cycle engine
JP2009085101A (en) * 2007-09-28 2009-04-23 Honda Motor Co Ltd Exhaust control device for vehicle engine
JP4625490B2 (en) * 2007-09-28 2011-02-02 本田技研工業株式会社 Exhaust control device for 4-cycle engine
US8302392B2 (en) 2007-09-28 2012-11-06 Honda Motor Co., Ltd. Exhaust control device for vehicle engine
US8453438B2 (en) 2007-09-28 2013-06-04 Honda Motor Co., Ltd. Exhaust control device for vehicle engine

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